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Digitized  by  the  Internet  Archive 
in  2017  with  funding  from 
Columbia  University  Libraries 


https://archive.org/details/trainelectricligOOelec 


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FROM  fi!f:  axlf: 


RLRCTRK'  AXLH  LKORF  AND  FOW’HR  COMFAX\ 

100  JIROADWAW  XFAV  \0RK  CriA'.  N.  Y..  V.  S.  A. 


1 N(;iNKKUiN(;  ni:i-.\KiMK.\  i 

22  'FIIAMI’.S  ST.,  XiAV  \()KK  CI'FW  X. 


1A(  roKli  s 

XFAV  ^'^)KK  CVVW  N.  V..  AND  I'OVV.K  \.  KAX. 


AVERY  LlSRi^RY 
COLUMBIA  UNIVERSITY 


Copyright,  1900,  by 

Electric  Axle  Light  and  Power  Company 


Ilarilett  \ Company 
Tlie  Orr  PrcSb 
New  Vork 


^572 

ELI'S 

1^00 


rUAIN  LKillTlNG  I- ROM  THE  CAR  AXLE 


HIS  iximphlet  ex])lains  (pages  5 to  29)  the  '"A.r/f  method  of 

lighting  trains  electrically,  and  it  is  presupposed  that  the  reader  is 
interested.  The  subject  cannot  be  explained  in  a word  and  a picture, 
and  if  serious  attention  is  not  forthcoming,  the  following  will  not  proxe 
of  interest. 

riie  lu'oblem  of  properly  lighting  trains  is  one  which  every 
energetic  railway  manager  has  been  anxious  to  solve.  I'he  tra\'eling  public  are 
luxurious  in  their  tastes.  They  appreciate  easy  riding,  smooth,  well  balanced  roadbeds, 
freedom  from  dust,  soft  chairs,  and  more  than  anything  else  do  they  appreciate  good 
light.  Train  lighting  is  the  first  point  of  attack  chosen  by  an  adverse  press,  and  the 
first  point  of  criticism  by  the  public.  It  is  the  first  luxury  to  be  appreciated  if  it  is  good, 
and  the  first  discomfort  to  be  complained  of  if  it  is  bad.  If  you  are  a railwav  mauager 


this  is  sinipl}'  a reminder  of  well-known  facts, 


KI.I'.CTKIC  I.KililS  \M)  IANS  IN  I'KINAIK  CAR  I.IIIRARV 


6 


and  if  you  are  not,  you  can  hardly  fail 
to  see  that  the  foregoing  is  ob\'ious. 

Electricity  is  universally  admitted 
to  be  the  best  means  for  lighting,  pro- 
x'ided  a suitable  source  of  supply  can 
be  had.  Its  freedom  from  dirt,  heat, 
smoke,  tjrease,  odor,  attention  and  dans^er 
of  fire  have  caused  it  to  win  its  way 
ao;ainst  other  luminants,  thousfh  hereto- 
fore  at  higher  cost.  It  is  scarcely  nec- 
essary to  more  than  mention  its  supe- 
riority. The  interest  centers  in  the 
means  of  producing  and  supplying  the 
current.  Now  that  it  can  be  installed 
for  train  liCThtintj  with  as  little  trouble 
as  it  can  be  introduced  into  a build- 
ing from  a central  station  supply,  it 
is  being  rapidly  adopted,  and  an  electric 


system,  offered  at  a cost  less  than  that  of  oil  or  gas,  is  certainly  worth  having.  I'he 
system  which  this  j^amphlet  describes  is  of  that  character. 


Illf  SOlMvfCH  OF  FOW’FR.  The  source  of  power  in  our  system  of  train 


A lighting  by  electricity  is  the  axle  of  the  car.  It  has  long  been  recognized  that  it  was 
theoretically  possible  to  take  power  from  the  car  axle  and  thereby  drive  a dynamo  with 
which  to  light  the  cars ; but,  though  the  principle  was  perfect,  its  ajjplication  was  not 
easv.  The  car  axle  is  a spasmodic  source  of  power;  it  runs  rapidly,  slowly,  and  it  stoi:)S 
entirely.  It  may  repeat  the  j^erformance  in  a reverse  direction.  Klectric  energ)-  taken 
from  a dvnamo  so  drix-en  will  wary  in  pressure  or  voltage  from  zero  to  a maximum,  causing 
the  lights  to  flicker  up  and  down,  varying  with  the  speed  of  the  train,  and  going  out 
when  it  stops.  It  is  the  elimination  of  these  practical  difficulties  which  constitutes 
our  system.  Means  are  provided  for  causing  the  lights  to  burn  steadily  at  all  times. 

TIIF  FRINXIPLE.  The  lU'incijDle  of  our  system  may  be  briefly  stated  as  follows: 

An  electric  pressure  of  thirty  volts  has  been  chosen  as  the  most  suitable  and 
economical  for  the  lamps,  and  a storage  battery  of  sufficient  capacity  to  take  care  of  the 
lights  for  a maximum  of  twenty  hours  is  installed  in  boxes  under  the  cars. 


7 


I'KUATK  lilMNC  CVR 


A dynamo  placed  in  the  car  truck  charges 
these  storage  batteries  and  runs  the  lamps,  when- 
ever it  is  driven  at  sufficient  speed  ; when  the 
train  is  moving  slowlv,  or  is  at  rest,  the  storage 
battery  alone  supplies  current  to  the  lamps.  An 
automatic  switch-board  is  provided  which  switches 
the  dynamo  in  circuit  when  its  voltage  is  of  the 
proper  amount ; switches  it  out  when  its  voltage 
is  too  low,  and  rex'erses  its  armature  terminals 
when  it  is  drix’en  in  a reverse  direction.  The 
principle  is  simple,  but,  to  obtain  practical  and 
reliable  results,  called  for  the  e.xpenditure  of 
much  time  and  money. 

Driving  mechanism,  xhe 

method  by  which  the  dynamo  is  driven 
is  the  result  of  practical  experience.  The  system 
which  we  have  ultimately  adopted  is  that  of 


<s 


friction  pulle\'s,  whicli  has  many  advantages  over  any  other  device.  Its  great  simplicity 
renders  it  of  long  life:  it  is  absolutely  noiseless,  \'ery  easy  of  repaii',  and  an  injurious 
overload  in  the  batteries  is  impossible. 

The  dynamo  is  pivoted  on  the  lower  part  of  its  frame  to  a suspension  cradle, 
and  the  spring-impelled  tension  rod  draws  it  towards  the  split  pulley  on  the  car  a.xle, 
and  keeps  the  friction  drive  in  contact.  The  illustration  given  on  page  25  shows  the 
arrangement  of  the  generator  on  the  car  truck,  and  also  shows  the  details  of  the 
friction  pullev. 

An  important  feature  of  the  friction  drive  obtains  in  the  fact  that  it  does  not 
make  a bearing  out  of  the  car  axle.  The  most  readily  suggested  device  is  to  drive 
the  dynamo  with  gears  from  the  car  axle,  and  maintain  the  pitch  distance  between  centers  bv 
means  of  clasping  split  bearings,  cast  on  the  dynamo  frame,  about  the  axle  itself,  d'his 
practice  is  not  at  all  desired  by  railway  managers,  and  rightly  so.  Aside  from  the  trouble 
of  installation,  the  liability  to  an  overheated  bearing  in  the  center  of  the  prime  factor  of 
the  train’s  safety,  the  car  axle,  is  a very  serious  objection.  Railway  men  already  have 
sufficient  trouble  with  bearings  that  are  essential,  to  })reclude  enthusiasm  in  the  incor- 
poration of  those  which  may  be  a\’oided. 


9 


Till:  I)\XAM().  A picture  of  the  dynamo  is  shown  on  page  24.  It  is  built  on 
the  enclosed  lines  of  a railway  motor.  Its  immunity  from  mechanical  damage  is 
illustrated  from  the  fact  that  these  dynamos  have  been  recovered  from  railway  wrecks 
in  perfect  working  condition.  They  are  as  e.xempt  from  mechanical  injury  from 
without  as  a block  of  cast  iron,  and  have  withstood  the  test  of  time  and  wear  by  being 
subjected  to  e.xtreme  conditions  which  no  electric  machines,  not  even  excluding  railway 
motors,  have  ever  been  called  upon  to  endure.  On  trains  making  transcontinental  trijis 
the  dynamos  have  within  a few  hours  passed  through  deep  snow,  regions  of  severe  frost, 
been  subjected  to  the  sharp,  penetrating  alkali  dust  and  grit  of  the  plains,  been  ex- 
j){jsed  to  dampness  and  moisture,  and  under  these  trying  conditions  have  for  three 
years  stood  the  test. 

Electrically  the  dynamo  is  different  from  any  machine  that  has  ever  been  con- 
structed. It  is  so  designed  as  to  maintain  a pressure  of  from  thirty-two  to  forty  volts, 
]u-o{wrtioned  to  the  sj^eed.  This  enables  the  dynamo  to  be  switched  in  circuit  after  the 
train  has  attained  a speed  of,  say,  ten  miles  an  hour,  and  to  give  a uniform  pressure 
to  the  lamjis  for  any  speed  exceeding  that  amount,  no  matter  how  much  that  speed 
may  vary.  It  is  to  the  ingenious  and  careful  development  of  this  feature  that  the  system 
owes  much  of  its  success. 


10 


The  dynamo  is  self-exciting,  means  being 
magnetism  so  that  it  invariably  builds  up  promptly 
de\'ices  of  any  kind  are  placed  beneath  the  car  in 
connection  with  the  dynamo.  Devices  of  this 
character  must  of  necessity  be  placed  in  a more 
protected  position.  The  dynamo  is  installed  once 
and  for  all  under  the  car,  requires  no  further 
attention  than  the  oiling  of  its  bearings  from  time 
to  time,  and,  for  the  sake  of  precaution,  periodical 
inspection.  The  dynamo  is  self-oiling,  and  a single 
supplv  of  oil  will  suffice  for  a run  of  from  five 
hundred  to  seven  hundred  miles. 

I CITBOX.  d'he  outj)ut  of  the  dynamo 
is  brought  up  to  a switch-box  which  controls 
and  distributes  it.  This  switch-box,  illustrated 
herewith,  is  a small  locked  box  placed  within  the 
car,  and  is  intended  to  be  opened  only  by  the 

r I 


pro\'ided  for  ju'eserving  the  residual 
and  surely.  No  switches  or  automatic 


CAR  SWrrCH-KOX 


propL'r  inspector  at  the  termini  (jf  the  road.  As  far  as  the  car  attendants  are  concerned, 
it  is  entire!}'  automatic,  they  having  only  to  turn  on  and  off  the  lights  and  clean  the 
globes  and  shades.  From  the  illustration  of  the  switch-box  it  will  be  noted  that  an 

ammeter  is  ])rovided,  which  shows  at  a glance  the  amount  of  current  coming  from  the 
generator. 

d'he  action  of  the  switch-box  can  be  best  understood  by  following  the  train 

through  a cycle  of  changes  of  speed.  The  car  is  at  rest,  and  the  switch-box  has  switched 

the  dynamo  out  of  circuit  and  the  lights  are  being  supplied  at  thirty  volts  by  the  storage 
batteries.  I'he  car  starts,  and  as  it  gains  speed  the  dynamo  voltage  builds  up,  and 

when  it  has  reached  a potential  above  that  of  the  lamps  it  is  switched  in  multiple  with  the 
storage  battery  and  the  lamj^s.  The  lamps,  however,  are  prevented  from  recei\’ing  more 
than  thirty  volts  by  means  of  resisfance  which  is  switched  in  their  circuit  at  the  same 
instant.  Thus  the  load  jDasses  smoothly  from  the  storage  battery  to  the  dynamo  without 
a flicker,  and  the  dynamo  suj^plies  the  lamps  and  charges  the  batteries.  This  condition 
will  obtain  as  long  as  the  car  is  going  at  a speed  exceeding  ten  miles  an  hour.  If  the 
car  slow  down  below  this  speed  the  dynamo  is  cut  out.  At  this  time  it  is  delivering 
no  current  whatever,  and,  consequently,  there  are  no  arcs  at  the  switch  jaws.  In  fact, 
all  the  automatic  switches  are  so  arranged  that  it  is  impossible  for  them  to  open  while 


are  carrying  current.  I'liis  entirel\’  eliminates  arcing,  and  is  one  reason  why  these 
automatic  switches  require  no  attention  from  \ear's  end  to  \'ear'>  end.  Arcing  i^  a 

fatal  defect. 


Q !'( )RA(;if  hATVURY.  The 
storage  battery  used  in  this  system 
is  the  best  that  the  market  affords,  and 
its  location  beneath  the  car  may  be 
noted  in  the  illustration  on  page  26.  It 
is  interesting  to  note  that  the  conditions 
under  which  batteries  are  operated  bN’ 
this  Company  are  conducive  to  an  ex- 
ceedingly long  life.  In  the  first  place, 
the  battery  is  being  continually  charged 
and  discharged,  and  it  is  a primary  rule 
with  the  storage  battery  that  to  keejj  it 
healthy  it  must  be  used.  Current  is 
taken  from  the  battery  under  the  most 


S.MUKl  NO  COM  HARTiM  KXT 


fa\-c)rable  conditions,  that  is  to  say,  the  battery  is  never  fully  discharged  before  the 
dynamo  takes  hold  and  charges  it  again.  More  often  before  a tenth  of  the  charge  has 
been  used  the  dynamo  starts  up,  relieves  the  storage  battery  of  its  load,  and  recharges 
it.  Thus  the  battery  is  worked  at  such  times  as  it  is  able  to  deli\'er  its  charge  at  a 
hio;h  efficiencv,  and  it  is  in  this  condition  that  it  is  best  able  to  stand  either  use  or  abuse. 

The  three  great  evils  which  beset  a storage  battery  are : 

1.  Too  rapid  discharge;  that  is  to  say,  a call  for  more  current  than  the  battery 
can  safely  supply,  a condition  which  can  never  occur  with  this  system,  because  the 
number  of  lamps  is  never  greater  than  the  battery  can  safely  carry. 

2.  Too  rapid  charge.  This  contingency  is  also  provided  against  by  means  of  the 
design  of  the  dynamo,  the  j)ressure  of  which  can  never  rise  above  fort\'  volts,  no  matter 
how  fast  it  may  be  driven,  and  at  forty  volts  the  battery  can  never  receive  charge  at 
to(j  raj)id  a rate. 

3.  Neglect;  that  is  to  say,  allowing  the  battery  to  stand  for  a long  period  of  time 
without  charge  or  attention.  As  the  battery  is  charged  almost  every  time  the  car  is  moved 
it  may  safely  be  said  that  neglect  is  impossible. 

If  the  storage  battery  is  thus  continually  charged  and  discharged  it  will  last  an  almost 
indehnite  period.  In  central  station  work  there  are  cases  where  batteries  have  lasted  ten 


years  and  are  apparently  in  as  good  condition 
as  when  first  installed,  this  performance  being 
largely  due  to  the  treatment  of  continually 
charging  and  discharging.  In  our  system  of 
train  li^htino-  the  battery  is  automatically 
treated  in  this  way  to  a greater  degree  than  in 
any  other  application  of  the  storage  battery 
of  which  we  are  aware.  In  the  three  years  of 
our  coniuicrcial  existence  ^\e  have  not  been 
asked  to  replace  batteries  because  of  deteriora- 
tion through  use. 

Tiik  lamps.  An  incandescent  lamp 
is  a simple  and  familiar  object,  but  a 
word  or  two  in  connection  with  the  lamps 
which  are  used  in  this  system  may  serve  to 
show  a feature  of  merit,  d'hey  are  operated 
and  have  a short,  stumpy  filament  which  is 


15 


at  thirty  volts,  are  of  sixteen  candle-power, 
not  affected  by  the  vibration  that  obtains 


on  railway  cai>.  I'hc  loner,  delicate,  hierh-\oltaere  filaments  used  in  street  railway  work  are 

>000  •' 

frec[uently  broken  b\  the  x’ibration,  and  it  has  been  a great  problem  with  lamp  manufacturers 

to  produce  a suitable  lamp  for  this  purpose.  On  the 
low-N’oltage  system  this  difficulty  disappears.  The 
lamps  are  of  surprisingly  long  life.  In  a trans- 
mission or  distribution  systeni  where  the  wire  con- 
struction is  extended,  or  in  a street  railway  car 
where  the  yoltage  is  necessarily  high,  high-yoltage 
lamps  must  be  used;  but  in  this  system  of  train 
lighting  we  are  enabled  to  use  a low  x'oltage,  be- 
cause the  length  of  wiring  is  so  short  that  the 
loss  is  insignificant. 


I.AVATOKV 


Tut:  li(;htin(;  distribution. 

It  is  not  necessary  to  dwell  extensiyely  on 
this  point,  d'he  necessaiw  bunching  together  t)f 
gas  jets  or  oil  lamps  in  the  center  of  the  car  pre- 
sents disadxantages  easily  ox'ercome  by  electric 


wliich  may  be  so  distributed  that  ever\'  part  of  tlie  car  i^  ampl)'  and  e\’en!y  lighted, 
as  may  be  seen  in  illustrations  on  pag'es  27,  aS  and  29.  With  the  other  methods  it  i^ 
well  known  that  some  seats  are  dark,  while  those  adjacent  to  and  in  front  of  the  chan- 
deliers are  fairly  well  lighted.  It  is  recognized  that  dining,  boudoir  and  ])rivatc  cars 
can  onh'  be  lighted  in  every  part  by  means  of  electricit\'. 

To  reall)-  appreciate  the  distribution  of  electric  lights  in  a railway  car  one  must 
make  a practical  e.xamination  by  traveling  in  the  car,  and  especialh’  b\'  reading  in  it, 
but  a partial  idea  may  perhaps  be  obtained  b}’  illustrations  on  pages  27  and  2S,  which 
show  the  interior  of  cars  ec|uipped  with  our  s)’stem. 

It  may  be  mentioned  that  with  this  s^’stem  electric  fans  may  be  used,  which 
much  assist  in  the  ventilation  of  the  car  and  are  so  great  a comfort  to  passengers  in 
the  heated  season. 

Wdth  the  electric  system  as  supplied  by  this  Company,  the  cars  are  each  pi'oxided 
with  from  se\'enteen  to  eighty  lights  of  sixteen  candle-power  each,  and  with  from  two  to 
eight  electric  fans,  according  to  the  character  of  the  car,  thus  in  all  cases  j)ro\’iding  more 
light  than  any  oil  or  gas  system,  with  an  air  circulation  not  otherwise  provided,  and  at 
a minimum  cost  of  maintenance. 


IXDIiPIiNDENT  OPERATION.  A feature  of  value  in  this  electric  system 
is  the  independence  of  each  car.  A complete  equipment  is  provided  on  every  car, 
thereby  rendering  it  as  independent  of  its  adjoining  car  as  if  the  lighting  were  performed 
with  oil  or  gas,  but  in  addition  to  this  advantage  the  equipments  are  so  designed  that 
in  case  of  teiuporary  interruption  to  the  lighting  equipment  of  one  car  a connection  may 
be  made  with  the  next  car,  which  will  supply  the  lights  for  both.  Failure  of  supply 
in  an  oil  or  gas  system  usually  means  darkness  for  the  car  affected. 

C(  )S  I ()P  ()PERAIIN(j  I HIS  S\SdEM.  Since  installing  our  first  com- 
mercial orders,  some  three  years  ago,  we  have  endeavored  to  collect  data  as  to 
the  cost  of  operating  our  system,  every  facility  having  been  kindly  afforded  by  the 
railroad  companies  to  collect  actual  practical  figures.  The  items  of  interest  and  depre- 
ciation are  clearly  ascertainable.  Renewals  are  confined  to  broken  shades  and  exhausted 
lam})s,  and  still  more  occasionally,  a new  set  of  brushes  for  the  dynamo.  Oil  for  lubri- 
cating the  generator  bearings,  and  the  item  of  inspection,  can  also  be  exactly  defined. 
.\s  to  the  cost  of  power,  which  might  be  compared  to  the  item  of  oil  in  lamps  or  gas 
in  gas  systems,  we  have  had  great  difficulty  in  obtaining  data  other  than  theoretical. 
It  is  possible  to  assume  a coal  economy  per  horse-power  hour  and  to  calculate  the 

i8 


horse-power  hours  from  the  indications 


KOUDOIK 


of  the  electrical  instruments  and  thus  obtain 
a theoretical  figure,  but  when  attempts  ha\e 
been  made  to  discover  an  additional  amount 
of  coal  burned,  on  account  of  the  electric 
lights,  it  has  been  found  impossible  of  com- 
putation. All  roads  have  re}3orted  that,  as 
far  as  they  are  able  to  determine,  there  has 
been  no  additional  expense  for  coal  on  account 
of  the  electric  lights.  This  apparent  absurdity 
is  readily  explained  when  it  is  remembered 
that  an  average  high-speed  passenger  locomo- 
tive has  a capacity  of  about  one  thousand 
horse-power,  and  as  each  car  uses  for  electric 
lights  something  less  than  two  horse-]X)wer, 
and  the  total  power  consumed  for  lights  is 
therefore  but  two-tenths  of  one  per  cent,  of 
the  power  generated  in  the  locomotix'e  furnace, 
the  difficultv  of  obtaining  data  can  be  readiK' 


'9 


appreciated,  especially  as  the  carelessness  in  firing,  the  \'ariation  in  the  different  grades 
of  coal  used,  the  setting  of  the  \'al\'es,  and  even  the  stiffness  of  engine  or  train  bear- 
ings, cause  variation  in  the  power  used.  Practical  experience,  therefore,  so  far  as  the 
books  of  the  companies  using  our  system  are  concerned,  shows  the  items  of  expense 
to  be  limited  to  interest,  depreciation,  renewals  and  inspection,  and  in  every  case  the 
total  cost  to  the  railroads  has  been  less  than  that  of  any  oil  or  gas  system  supplying 
one-half  of  the  candle-power  afforded  by  our  equipment. 

DANf'xHR  FRO.M  FIRE.  An  eminent  authorit^’  answers  the  question  as  to 
whether  the  electric  light  is  safe  and  reliable  as  follows : 

“ The  electromotive  force  of  the  current  employed  is  so  low  that  a child  could 
suffer  no  harm  from  it.  'I'here  is  no  reason  why  the  same  safety  which  characterizes 
its  use  in  stationary  practice  should  not  attend  its  use  in  lighting  trains.  The  experience 
in  train  electric  lighting,  too,  has  now  been  extensix'e  enough  to  make  the  fact  that  no 
casualties  ha\'e  thus  far  occurred  from  it  one  of  some  importance." 

PATI^N'I'S.  Th  e system  is  thoroughly  protected  by  United  .States  and  foreign 
patents  owned  or  controlled  by  this  Company,  and  all  contracts  fully  prox’ide  for  the 
protection  of  clients. 


PRAC  riCAL  RESlA;rs, 

The  application  of  this  sys- 
tem in  trunk  line  railways  has 
l)een  pro(iucti\e  of  much  interest- 
ing and  valuable  data.  Since  ful- 
filling our  first  order,  the  ojicra- 
tion  of  the  e(|uipments  has  been 
watched  thi'ough  almost  every  con- 
ceivable practical  condition,  from 
a twelve-mile  surburban  run  to  a 
railway  wreck.  As  a to  pical  case, 
the  cars  were  thrown  down  an  em- 
bankment, and  those  cars  e(|uip])ed 
with  electric  lights,  instead  of  being 
in  darkness,  as  were  the  others, 
remained  lighted,  being  sujijilied 
by  the  storage  batterv  ; and  their 
light  greatb'  aided  in  the  recox'ery 


niSTKI  I'.U'IION  Oh  l.|i;ni'  IN  I Ik  AWI  N(  ; KdilM  ()l  I'KINAl'l  CAK 


of  the  injured  and  in  the  clearing  away  of  the  wreckage.  The  dynamos  and  batteries 
were  found  to  be  uninjured. 

W'e  have  recently  learned  of  some  complaints  of  so  unique  a character  that  we 
x'cnture  to  relate  one.  On  a certain  prominent  road  our  equipments  are  installed  and 
run  in  connection  with  cars  otherwise  equipped;  the  conductors  complain  that  they 
want  all  electric  light  or  none,  for  the  reason  that  the  electricallv  lighted  cars  are 
always  o\'ercrowded,  the  passengers  standing  in  the  aisles  rather  than  taking  seats  in 
those  lighted  by  oil  or  gas,  thus  interfering  with  rapid  ticket-punching. 


CAR  PLATFORM  LIGHTING 


I i.i';(  'i'Rii  AXi.i',  I ic.irr  and  rowi-.k  comi-aw  (;KM;KAr()K 

SIDi;  AN’I)  F.XI)  VIKW 


2 A 


CI'.XKKATOR  Al>I>Lli;i)  To  A CAR  AND  TRICK 


rill',  i!.\ri'i:KN-  lujx  is  i.ocatkd  to  the  left  of  the  truck  at  kkhit  of  the  picture 


I IISTRIBUTIOX  OK  LKIHT  I ,\  I’ASSENGKR  OOA(  'I1KS 
DELAWARE,  I.AC  K A W A N X A AXD  WESTERN  R.  K. 


I )ISIKI  IH'IION  ol-  I, Kill  1 l\  CHAM-;  CAKS 
A'l  ( 'll  ISON,  Tol'KKA  AND  SAN'l'A  KK  K.  K 


1 ilS'l'kl  Hl'TK  iX  <i|-  IK. Ill'  IN  I'Sl'.  IN  I'.  S.  r(.)S'l'Al,  ( ARS 


I'HH  ELECTRIC  REERIGERATION  OE  CARS 

HE  art  of  refrigeration  from  a commercial  standj^oint,  where  it  has 
approximately  attained  perfection,  is  illustrated  in  the  stationary  artificial 
ice  plants  which  produce  a dry,  desiccated  cold  air.  Ice,  however,  only 
partially  solves  the  problem  of  refrigeration.  The  humidity  thrown  ofl 
by  it  often  hastens  the  decay  of  the  articles  instead  of  preserving 
them,  and  thus  defeats  the  purpose  which  it  was  intended  to  ijerform. 
Ifxperience  has  shown  that  perhaps  the  most  destructive  element  in  a tightly  closed  room 
to  both  wood  and  metal  is  a wet,  foggy  atmosphere,  such  as  is  produced  in  a chamber 
where  ice  is  employed  as  a refrigerant. 

CRUDENESS  OE  REERKdERATION  CARS.  The  necessity  of  pro\  iding 
refrigeration  cars  upon  railroads  for  transporting  perishable  articles  has  been 
the  cause  of  creating  a railway  car  service  for  this  purpose  which  has  grown  to  immense 


proportions.  This  service,  notwithstanding  its  recognized  im]3ortance,  has  ne\'er  progressed 
l)eyond  its  first  crude  inception  and  remains  to-dav  in  an  incompleted  condition,  e.xpensive 
to  install,  co.stl)'  to  maintain  and  impractical)le  in  a climate  where  the  temperature  never 
reaches  the  freezing  point,  precluding  the  harxesting  of  ice  in  the  winter  to  be  used  for 
refrigeration  during  the  summer  months. 

An  e.xamination  of  railroad  car  refrigeration  as  it  exists  to-day  in  its  highest 
efficiencv  will  disclose  its  crudeness. 


iit:  rhi'ri(;t:ratk)X  car  of  the  past.  The  most  efficient 


A refrigeration  car,  as  it  is  used  to-dax',  is  provided  xvith  ice  chambers  located  in  the 
interior  and  at  both  ends  of  the  car,  taking  uj)  most  valuable  space — about  one-sixth  of 
the  entire  interior  of  the  car.  Measuring  the  limited  space  offered  in  a car  at  its 
cost,  every  cubic  foot  taken  up  by  ice  chambers  is  so  much  loss  of  valuable  room.  The 
ice  chambers  are  coated  xvith  expensive  metal  linings  and  conductors,  which  arc  continually 
reciuiring  re])airs  and  are  therefore  expensive  to  maintain.  In  the  roof  of  the  car,  ox-er 
the  ice  chambers,  hatches  are  constructed  through  xvhich  these  chambers  are  replenished 
with  ice  xxhile  the  car  is  in  transit;  and  xvhenever  thev  are  opened,  hot  air  passes  into 
the  interior  of  the  car  and  refrigeration  is  defeated. 


I'o  counteract  the  effect  of  this  injection  of  hot  air,  xalual^lc  time  and  much 
additit)nal  ice  is  consumed.  In  tlie  meantime  the  perishal^le  articles  within  the  car 
have  been  subjected  to  a temporary  flood  of  hot,  damp  air,  and  a risiny;  temperature, 
all  of  which  is  most  injurious.  At  no  time  can  a uniform  temperature  be  maintained 
within  a car,  for  the  reason  that  as  the  ice  continues  to  melt,  the  quantity  of  the  refrigerant 
is  lessened  and  the  temperature  rises  until  more  ice  is  added,  when  the  temperature 
droj)s  back  to  a lower  ])oint.  Upon  the  arrival  of  the  car  at  its  destination,  some  ice 
still  remains  within  the  bo.x,  which  is  generally  allowed  to  remain  there  until  it  melts, 
leaving  in  the  box  a residue  of  slime  which  has  to  be  removed  at  considerable  expense 
before  the  car  can  be  used  again.  The  injury  to  this  class  of  car,  by  reason  of  the 
necessity  of  continual  icing,  makes  it  perhaps  the  most  expensixe  to  maintain  of  an_\' 
car  in  the  serxice  of  a railroad  company. 

The  next  })oint  of  objection  to  the  icing  system  is  the  necessity  of  erecting  ice 
houses  along  the  route  where  the  ice,  during  the  winter,  has  to  be  stored.  1 he  cost 
of  taking  it  from  the  houses  during  the  summer  months  and  jdacing  it  in  the  cars 
is  very  heax’y.  A svstem  where  natural  ice  is  employed  cannot  be  maintained  in  the 
Southern  States  and  Mexico,  where  ice  is  a luxury  and  onh'  artificially  produced  at 
great  expense. 


In  the  icing  system  there  is  also  the  disacK’antage  of  delay,  because  of  icing  the 
cars  while  in  transit;  and  one  of  the  most  objectionable  features  is  the  dead  weight  placed 
upon  these  cars  by  the  ice  itself,  which  averages  from  Sooo  to  12,000  pounds  per 
car,  for  which  the  railroad  companies  receive  no  compensation  and  which  necessitates 
additional  expense  in  the  construction  of  the  cars.  Moreover,  the  drippings  from  the 
cars,  being  largely  charged  with  salt,  are  destructive  to  the  steel  of  the  railroad  tracks 
and  in  the  bridges. 


OBJIlCIIONS  I()  IIIK  ICIN(t  SYS!  IiM.  The  objectionable  features 
of  refrieferation  cars  now  in  use  mav  be  summarized  as  follows: 


1 . 

2 

o- 

4- 

5- 
6. 

7- 

<s. 


\biluable  space  taken  up  by  the  ice  chambers. 

Crude  method  of  refrigeration. 

Instability  of  refrigeration. 

Continuous  labor  attached  thereto. 

Expensi\'e  construction  of  the  cars. 

Excessive  cost  of  maintenance. 

Enormous  dead  weight  carried  by  the  railroads. 

Destruction  of  steel  in  tracks  and  bridges  caused  by  salt  drippings. 


34 


TI I II  R\  AN  S\SIIlM.  The  system  of  refrigeration  owned  by  tlie  Electric 
Axle  Light  and  Power  Company  is  known  as  the  “ Ryan  System.”  This  system, 
after  being  fully  and  thoroughly  tested  by  the  best  experts,  has  pro\en  a practical 
success  beyond  all  c|uestion. 

In  this  system  the  cars  have  no  ice  boxes,  and  every  foot  of  space  in  the 
cars  is  utilized  for  the  carryino;  of  freight.  Illustrations  of  one  of  these  cars  with 
which  a complete  test  was  made  during  the  past  summer  are  shown  on  p^iges  30 
and  41.  d'he  refrigerant  generated  by  this  system  is  cold,  dry,  desiccated  air,  wh.ich 
is  the  highest  preservative  of  [perishable  articles.  This  refrigerant  is  produced  by 
electricity  taken  from  the  axle  of  the  car  while  in  motion,  the  axle  generating  about  two 
horse-power,  of  which  about  sixty  per  cent,  is  employed  by  the  process,  the  remaining 
forty  [Per  cent,  being  stored  in  storage  batteries  within  the  car,  to  be  used  while  the 
car  reupains  idle.  Pv  thus  storing  the  surplus  [power,  a car  starting,  say,  from  Chicago, 
destined  to  New  York,  will,  upon  its  arrival,  hax’C  stored  sufficient  [power  within  itself 
to  maintain  the  refrigerant  for  at  least  three  days. 

In  addition  to  the  storing  of  this  sur[plus  electricity,  to  be  used  when  the  cal- 
ls not  in  motion,  there  is  also  an  apparatus,  as  shown  in  the  accom[panying  illustra- 
tion, marked  Cdgures  i and  2,  whereby  the  excessive  cold  is  lodged  in  tanks  of  brine 


compound,  whicli  surround  the 
pipes  marked  7>  and  D in  tlie 
illustration,  reducing-  the  brine  to 
a temjierature  of  i<S°  and  20° 
Fahrenheit,  which  throws  off  this 
stored  cold  graduall}-  when  the  car 
is  stationary  and  not  producing 
acti\'el\’  its  own  refrigerant. 

ELIiCd'RIC  CAR  COX- 
SI  1\L  Cl  I(  )X.  The  con- 
struction of  the  car  is  such  that 
the  motive  power  which  produces 
the  refrigerant  is  taken  from  the 
car  axle,  when  in  motion,  and  from 
the  storage  batteries  when  sta- 
tionary. -Should  the  car  remain 
idle,  say,  for  one  month,  and  all 


Fig.I. 


Inventor 
Thomas  J.  Ryan 


the  electricit}'  stored  in  the  batteries  become  exhausted,  the  batteries  can  be  (|uickl)'  and 
cheajily  recharged  from  a stationary  plant  until  the  car  again  goes  into  serx'ice  and 
uenerates  its  own  electricity. 

Ifach  car  is  independent  of  the  other;  each  has  its  own  motix'c  and  refrigerant 
making  power,  being  dependent  upon  no  other  means  foi‘  either  generation  or  motion 
except  that  which  it  maintains  b\'  and  through  itself,  thereby  rendering  each  car  read\’ 
for  use  when  it  is  sidetracked  as  well  as  when  it  is  in  motion.  The  mechanism  is 
simple,  o})erates  automatically,  and  produces  an  intensely  cold  atmos])here  within  the 
car  e\en  in  the  hottest  weather  of  the  warmest  climate. 

d'he  refrigerant  generated  can  be  maintained  continuously  within  one  oi'  two 
degrees  of  any  desired  point.  In  the  icing  process,  under  the  best  conditions,  the 
lowest  teniperature  that  can  be  produced  and  maintained  is  about  42°  h'ahrenlieit. 
Under  this  system  a temperature  as  low  as  20°  b'ahrcnhcit  can,  if  desired,  be  produced 
and  maintained  in  any  climate. 

Referring  to  the  details  of  construction  under  this  system,  the  cars  ha\e  no 
hatches  in  the  roof,  thus  eliminating  one  of  the  most  objectionable  features  in  all 
other  refrigeration  cars.  In  the  operation  of  this  system  there  is  no  delay  in  transit; 
there  is  no  ex])ense  for  maintaining  the  car  aboye  the  ordinary;  there  are  no  gaKanized 


iron  ice  boxes  which  invariably  require  expensive  maintainance.  There  is  no  slime  to 
be  remoxecl  from  the  car,  at  heavy  expense,  before  being  again  used.  The  cars  equipped 
with  this  system  can  be  utilized  at  all  times  and  are  ready  for  service  irrespectix'e  of 
time  and  place  of  loading.  This  system  entirely  eliminates  the  necessity  of  the  harx-esting 
and  storing  of  ice  for  car  refrigerating  purposes,  and  the  vast  labor  and  expense  attached 
thereto.  The  xveight  of  the  mechanism  employed  by  this  system  is  about  three  thousand 
pounds  as  compared  xvith  an  average  of  from  eight  thousand  to  txvelve  thousand  pounds 
required  xvhere  ice  is  used. 

d'he  cost  of  the  icing  system  is  very  high,  not  only  from  its  maintenance  point  of 
viexv,  but  also  from  the  refrigerant  used,  averaging  from  fifteen  to  txventy  dollars  per 
car  per  one  thousand  miles,  xvhereas  the  cost  of  the  refrigerant  under  this  system 
will  not  ax’erage  over  txventy-five  cents  per  car  per  one  thousand  miles,  and  the  cost  of 
maintenance  nominal. 


XTIiRI  RRPORl  ()N  I HIl  R\  AN  S\SIKi\I.  The  folloxving  report 


^ ^ made  by  a competent  expert  of  a test  of  one  of  the  cars  of  this  system  xvill  be 
read  xvith  interest: 


liuFKAi.o,  X.  X^oveniber  15.  1899. 


Mr.  'I'nos.  I.  Rvax, 

40  Wall  Street,  New  York  City. 

J)carSir: — I have  had  a great  deal  of  e.vperience  in  handling  and  starting  ditlerent  mechanical 
enterprises,  but  never,  in  my  recollection,  has  any  one  of  them  started  out  so  satisfactorily  as  the  refrigerating 
system  shown  in  your  car.  'I'he  general  behavior  of  the  installation  was  perfect  in  every  detail  and  recjuired 
no  adjustment  whatever  during  the  entire  trip.  I would  have  no  hesitancy  in  loading  the  car  and  starting 
it  across  the  continent,  without  an  attendant.  We  made  a light  test  at  the  brewery  the  night  before 
we  left  Chicago.  Everything  seemed  to  be  working  perfectly.  \\'e  took  the  passenger  train,  as  you  suggested, 
to  Rellaire,  Ohio;  the  car  arrived  about  7 A.  M.  'Ehe  temperature  in  the  car  registered  38  h ahrenheit. 
The  pressure  on  the  machine  was  equalized  and  registered  sixty  pounds.  We  again  started  on  our  trip 
about  8 A.  M.  I kept  a record  of  the  entire  trip  and  will  make  it  out  in  detail  when  1 reach  XTw  ^ ork. 
The  outside  temperature  during  the  day  was  from  68°  to  70°  Fahrenheit ; the  temperature  of  the  car 
was  gradually  reduced,  and  after  a ten-hour  run  registered  30°  Fahrenheit  or  two  degrees  below  freezing. 
I am  satisfied  that  had  the  car  been  filled  with  beef  or  any  similar  freight,  the  results  would  have  been 
even  better ; I am  also  satisfied  that  a continuous  further  run  of  ten  or  twelve  hours  would,  had  the  regu- 
lator been  so  set,  have  reduced  the  temperature  to  about  20°  Fahrenheit.  'I'he  entire  results  were  far  better 

than  I had  hoped  for,  and  instead  of  coming  within  20  degrees  of  perfection,  which  you  said  would  be 
satisfactory,  we  have  touched  the  one  hundred  mark,  and  I assure  you  that  I am  more  than  jrleased  with  the 
results,  and  hope  that  you  will  be  equally  pleased  on  receipt  of  this.  I am  ver)’  truly  yours, 

(.Signed)  (1.  F.  1!kix. 

P.  S.  All  the  machinery  was  subjected  to  several  severe  tests  during  the  trip.  W e made  stops 
as  long  as  an  hour  at  a time,  during  which  we  drew  from  the  batteries.  W'e  were  also  subjected  to  a number 
of  severe  bumps  : one  in  particular  where  the  train  broke  in  two  ; as  the  two  separated  portions  came  together 

we  all  experienced  a terrible  shock,  but  it  made  no  difference  whatever  with  the  running  of  the  machiner\' 

in  the  car,  nor  did  it  strain  one  joint  in  the  entire  plant.  (Signed)  (F  h.  11. 


30 


Iniiun'ieraljle  attempts  ha\’e  been  made  in  the  past  to  accomplish  wliat  this 
system  lias  demonstrated  to  be  entirely  practicable.  Past  failures  have  resulted  from 
the  fact  that  no  car  has  ever  heretofore  been  desioned  which  was  automaticallv  refrige- 
rated  or  which  did  not  ha\'e  to  depend,  for  its  generative  power,  upon  an  impracticable 
source,  and  without  provision  for  power  when  the  car  was  at  rest;  therefore,  when  the 
car  was  sidetracked,  idle,  or  in  case  of  a railway  wreck,  its  freight  was  subjected  to 
too  great  a risk  of  destruction  to  make  the  system  acceptable.  All  the  objectionable 
features  of  the  icing  system  of  car  refrigeration,  which  have  ne\’er  heretofore  been  ob- 
x’iated,  hax'e  been  entirely  and  successfully  overcome  by  the  system  owned  by  this  Com- 
pany, which  is  now  offered  to  the  patrons  of  refrigeration  cars. 

Comjmny  offers  to  intending  purchasers,  upon  application,  all  essential 
details  reirardino-  its  electric  li^htinc:  and  refri«:eration  svstems  not  afforded  bv  this 
pam])h]et,  and  places  at  the  disposal  of  railway  officials  complete  equipments,  as 
erected  in  the  testing  rooms  of  its  Engineering  Department. 

ELECTRIC  AXLE  LIGHT  AND  POWER  CO. 
lanuarv  15,  1900  No.  100  Proadwav,  New  York  City. 


40 


r 


■i  ;■ 


i- 


* 


